I have lurked on this forum for a while, and just joined today. Always loved Honda, my previous car was an 08 Accord EX-L with the 190 hp 2.4 and an auto. I just traded that in on a 15 Accord Sport with the 6 spd.
Love the new car, love everything about it. I was wondering what exact changes they have made to the engine though. I know the new one has more torque, 1 less hp, and for whatever reason a slightly lower redline from my 08. Anyone know what changes they made?
Welcome to the forum and congratulations on your new Sport. Besides the direct injection the engine is a completely new design including dual overhead cam shafts, a timing chain and many reductions in friction. The engine and CVT transmission is part of Honda's Earth Dreams technology. Here are a couple of URLs.
The following link provides a comprehensive description of the current Honda 2.4L 4-cylinder engine technology for those who are into the details......
"I like to feel shifts so I know what gear I am in, how will you ever know if this transmission is broken?" I said it's a Honda, I don't worry about that... I said these CVT's are new (to Honda) and if they all were to start having issues, I think Honda will 'make good' anyway.
"She said still, it's so smooth you won't know when something is wrong, (?????wth?????) and it would be expensive to fix."
I actually think if I have this Accord at 12 or 15 years and the CTV goes wonky, the CTV will be a bolt out swap out fix like any other transmission"
Direct injection... again no worry.
I REALLY like this car, I've had a couple Volvo's, other Hondas, and Audi, Toyota, Buick, Caddi, Chevy, FORDS, and MG... This HONDA has the smotheness of the Caddi (and most of the power) no worries about "what comes next" with the Audi (turbo and timing belts, and other expensive parts that "give up suddenly".
Drive Drive Accord... smmmmmmoooooooootttttthhhhhh and so quiet at traffic lights I had someone argue with me that the "engine must be shutting down when you stop".. it's a Gas EX 4 banger.
I agree. I test drove a 2014 Camry and was totally annoyed by feeling it shift after test driving the Accord.
I'd be more worried about the long term reliability of the direct injection, than the CVT reliability. I plan to put in fuel system cleaner each summer to ward off any potential problems with direct injection.
the biggest change is this engine will not burn oil like your risky 08 LOL
other notable changes: direct injected
much nicer torque range at lower rpm
higher fuel economy
better body and front subframe (08 has better front suspension imo but 13+ is adequate)
My 2013 burned as much oil as my 1995 old truck. While the truck did it in 3,000 miles, the Honda Accord did it in 5,000 miles, a quarter of motor oil burned out in both of them.
Both were driven similar routines, lots of driving in the city and sometimes in highways. The old truck uses regular motor oil 5W-30 and the Honda uses synthetic 0W-20.
After the last oil change in the Honda, when 70% oil life was reached, I had to add motor oil, perhaps a little less of 1/4 of a quarter to reach the top maximum. It was reaching the minimum.
I don't make any issue about it because I never expected a vehicle that never burns oil, regardless of how new it is or what kind of technology is applied.
Just read the Wards Auto article on the Earth Dreams 2.4 - the one that named it a "2013 Ward's 10 Best Engines." The article is here.
Couple of things caught my eye and made me realize there's more to the kooky "Earth Dreams" label than just marketing. This is a completely redesigned engine.
There is no exhaust manifold - had no idea that was possible!
Catalyst mounts directly to the cylinder head allowing it to heat up faster and reduce emissions.
Completely re-engineered combustion chamber
Compression ratio jumps from 10.5:1 to 11.1:1
There is a pair of chain-driven counter-rotating balance shafts located in the oil pan to offset harmonic vibrations.
The article is a "must read" for interested 9th Gen owners - it explains why this motor is such a gem.
most of that stuff is not new, the integrated exhaust manifold existed since 2008 for the i4 and 2003 for the v6. The integrated oil pump and balance shaft also since atleast 2003 for the i4.
Learning as I'm going. The wording of the Wards Auto article certainly implies some of this is new. Maybe not new to Honda but new to Honda's 2.4?
Here are some examples that lead you to think they are new for this motor:
"Mass was taken out wherever possible, resulting in a 3.5% reduction in overall engine weight compared with Honda’s previous-generation 2.4L.
Part of that weight savings comes from eliminating the exhaust manifold – an emerging trend for a number of new engines – and incorporating exhaust passages directly into the cylinder head.
This new design allows the close-coupled catalyst to mount directly to the cylinder head, on the front side of the engine, enabling it to heat up faster for reduced emissions. The transversely oriented 2.4L also stands more upright now, whereas the previous engine vented on the back side and slanted rearward 15 degrees.
Gaining a new appreciation for how different DI is. I get the concept - that's pretty straightforward. But reading about car manufacturers' struggles in producing a GDI engine is fascinating.
Had no idea that moving the point of fuel injection from the intake port to the cylinder created so many other challenges. Still looking for how Honda solved the problems that Audi and VW had in their GDI engines.
Honda took a K series block, switched the orientation backwards for packaging reasons (catalyst-on-head) and added DI. It makes substantially more power and torque everywhere compared to any iteration of the non-DI K24.
Honda hasn't gone on record describing how they're going to resolve intake valve carbon build-up issues, but I'm fairly certain they're using variable intake cam timing to allow valve overlap to burn off deposits, similar to GM.
Thanks, likewise, that's my Cadbury, he makes our family really happy. As soon as I get the rear seat cover in he's going for his first ride in the Accord. My sister is getting a puppy from the same breeder in 2 weeks (her second from that breeder over the past 15 years).
Yeah, now in its third year it's fair to say that for the short term this 2.4DI/CVT drivetrain has hit the mark. As far as I know there have been no across the board catastrophic failures or recalls. As this was a huge departure from the conventional drivetrains of the the past and now with it in the CRV another sales leader, Honda is all in, you've got to give them credit.
What I'm waiting to see is how they hold up over 10 years and 150k to 200k. Thinking used car market here. Remember the ford 3.0 Vulcan V6? It was reliable, easy to work on but difficult to get past 180k.
Misfuelng is not the only issue with VW HPFP failures, but it is the biggest. VW has tried a variety of methods to "train" non-traditional diesel owners (read: folks driving their first diesel, one that looks, drives and even sounds like a traditional gas-burner) by adding bright orange tags and even retro-fitting special tank filler inserts to prevent inserting the smaller gas nozzles. All it takes is one person balancing a cell phone on his shoulder, or distracted in some other fashion at the gas station, punching out of habit the button for gasoline he's used for a lifetime, and pumping a few gallons into his tank. Within a few miles of driving his HPFP is toast..... and as you mentioned earlier, it often takes the engine with it.
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